Internal-combustion motor



March 31, 1931. J. F. BLESER INTERNAL COMBUSTION MOTOR ATTORNEYS.

March 31, 1931. J BLESER 1,798,866

INTERNAL COMBUSTION MOTOR Filed Feb. 25. 1929 4 Sheets-Sheet 2 A TTORNEYS.

March 31, 1931.

J. F. BLESER INTERNAL COMBUSTION MOTOR Filed Feb. 25, 1929 4 Sheets-Sheet 3 I N I-"EN TOR.

pm w M A T TO RFIEYS.

March 31, 1931. J BLESER 1,798,866

INTERNAL COMBUSTION MOTOR Filed Feb. 25, 1929 4 Sheets-Sheet 4 INVENTOR.

BY am-W ATTORNEYS.

Patented Mar. 31, 1931 PATENT OFFICE JOSEPH F. BLESER, OF SPRINGFIELD, ILLINOIS INTERNAL-COMBUSTION MOTOR Application filed February 25, 1929. Serial No. 342,555.

My invention relates to motors of a class to be use-:1 for turning drive shafts and the like; an object being in this invention to drive a rotatable shaft for transmitting power in such situations as may be required for propelling airplanes where a minimum of head resistance is desirable or for driving stationary engines or for furnishing the driving power in vehicles among which may be included automohiles or boats, trains andthe like.

A further object of my invention is to pro vide a motor adapted to develop a maximum of power with a minimum of head resistance space occupied by the motor as well as a minimum of weight of the motor.

A further object of my invention is to provide in a motor of this character improvements adapted to more completely scavenge the exploded gases out of the combustion chamber during the normal operation of the motor.

A further object of my invention is to provide improvements in internal combustion motors which will simplify the operation required for making repairs on the motor when necessary and to reduce the potential weaknesses in those elements of construction of the motor which have shown tendency to develop cause for needed repairs, sometimes in situations requiring an immediate repair even in hazardous situations.

A further object of my invention is to provide in a motor of the internal combustion 3 type a cam having a long and short-stroke action adapted to produce compression on the short stroke and adapted to completely scavenge the combustion chamber of exploded gases on the long stroke in any one cylinder of the motor. A further object of my invention is to provide in a motor of the character having the cylinders in parallel alignment with the drive shaft a rotary valve provided with intake as and outlet passages and chambers and equipped with an ignitionterminal adapted to successively fire each cylinder as the valve rotates during the normal operation of the motor while other objects will become apparent as the specifications are read in explaining the normal functions of the several details thereof.

I attain the objects of my invention in the device described in the annexed specification recited in the claims and illustrated in the accompanying drawings in which like reference numerals indicate like parts in the several figures.

Referring to the figures Fig. 1 is a vertical sectional elevation of my internal combustion motor disclosing to view a major part of the essential elements of detail in its construction and'operation.

Fig. 2 is a perspective view disclosing the relatlve operating position of the motor block and cylinder head in their normal fitting relation.

Fig. 3 is a perspective view of the rotary valve'used at both ends of my motor for the control of the firing, the intake and the exhaust at both ends of the double headed motor construction.

Fig. 4 is a perspective view disclosing to view with a cutaway the water jacket arrangement as well as the exhaust and intake manifold connections and the operating position of the-rotary valves, one at each end.

Fig. 5 is a chart disclosing the relative position of the respective pistons when registering. intheir respective successive positions about the cam. This figure shows the development of the curve of the cam face of the peripheral cam driven by the pistons for rotating the shaft to which it is attached. 7

Fig. 6 is an end view with a cut-away and disclosing to View the ignition terminal, the fins in the explosion sector of the rotary cam shown in their relative position in the intake chamber of the valve.

Fig. 7 is a side elevation of the rotary valve.

Fig. 8 is a detail view of the ignition termmal or spark plug in the firing coil shown as it fits onto the rotary valve.

Fig. 9 is a perspective view of the long and short stroke peripheral ctm on which the pistons exert their driving power in turn-' in the shaft.

ig. 10 is a perspective view of one of the double headed pistons in my motor showing how the rollers of these the pistons.

-Fig. 11 is a side view of one of the double headed pistons with a portion of the jacket removed to show the fitting position of the rollers.

Fig. 12 is an edge view of one of the double headed pistons, partly in tor.

Fig. 13 is a sectional view taken from MN in Fig. 11, showing the bracing structure of the middle portion of the piston which connects the two double heads.

Fig. 14 is a detail view disclosing the fins in the intakechamber of the rotary valve.

Fig. 15 is a View showing the detail of the same fins as they extend around the exhaust port of the rotary valve.

Referrin in detail to the structure of my motor and t is preferred method of operating the same I provide in this new improved conpistons are fitted into struction novel features which provide for more efiiciency than is thought to be possible in the internal combustion motor for which I filed application for patent Oct. 20, 1928, Serial Number 313,901:

In my new motor I provide a number of novel features including among other essen tial details a long and short peripheral cam adapted to more completely discharge the exploded gases in the combustion chambers after the explosions. Another novel feature is found in the rotary valve at the ends of the motor fitting into the cylinder head and registering in rotaryalignment therewith for regulating the intake and exhaust of the successive cylinders as they are ultimately fired from opposite ends through a novel arrangement of the ignition terminal by one rotating spark plug at each end of the motor, which plug rotates with the intake and exhaust control valve. The double headed pistons used in this motor are thought to possess novelty in details of construction. I

In my new motor I provide securely mounted on a shaft 1 a cam 2 adapted to be rotated with the shaft through the reciprocal action thereon of a number of double headed pistons -3 uniformly spaced apart, par-.

ed to move by reciprocal movement in a direction parallel with shaft -1.

These double headed pistons are operat1ve ly mounted within cylinders in my motor which are parallel with the shaft, arranged in pairs each member of which is oppositely disposed in longitudinal alignment with the other. These pairs of aligned cylinders are .cylindrically disposed about the shaft so as to make the pistons operating therein move section,'of my mo-v combustion cylinders and double headed pistons therein about the cylinder wall in a manner causing the double headed pistons to move in reciprocal action in parallel alignment with the shaft to be driven thereby through the action of these pistons on the cam rim 4 of cam wheel 2,- mounted on the shaft. I

Themotor block -10 is preferably made in sections to be easily assembled and adapted to be substantially secured to the structure within which or on which it is adapted to operate.

Shaft 1 is rotatably mounted within the longitudinal center of my motor block with cam wheel 2 rigidly secured thereto and with shaft --1-- rotating in bearings -1l and --12 with the aid of thrust bearings 13-- and 14. adapted to hold the shaft 1 in its proper relative longi tudinal position with respect to the motor.

The design of my motor makes it-essential that its opposite ends forming cylinder heads -15 and 16- be detachable to provide access to the combustion chambers operatively supporting the double headed pistons.

These cylinder heads are secured in their operative position by bolts such as 17: and -18- at the respective ends of the motor.

Cylinders 19 are disposed parallel with shaft 1 for pistons 3- to normally operate in their reciprocal movement parallel with shaft -1- as rollers 5 and 6 of pistons 3' engage face 20 of cam 2 for the rotation of shaft .1-.

This cam is a long and short stroke cam adapted to permit a relatively short stroke of the piston upon the compression stroke and adapted to permit pistons 3- to completely scavenge the explosion chamber upon the exhaust stroke by permitting the head of the piston to move completely out to the end of the cylinder.

. My motor is preferably assembled by bolting the two ends together with bolts 18 so that connecting plate 22 of each end may substantially coincide throughout their face; thus bringing the opposite ends of cylinders 19- into correct longitudinal alignment.

Water jacket 9 is provided about cylinders l9 and within the water space of cylinder heads 15- and -16 by covering the entire cylindrical sides of the mo tor block with a shell 23- makingwaterproof the joints in the annular bands 24.

A water supply pipe 25 furnishes water to the water jacket while pipe 26 connects with a water pump 27- for keep-. ing the water in circulation.

In head plate -26aare spaced water passages -27a and -28- between the cylinders at each end of the motor which connect up with the water jacket 29' of cylinder heads -15- and 16, thus to provide a complete circulation of water throughout all the parts of the motor that need water (001- 1 Rollers 5 and --6- of pistons 3 are mounted in ball bearings so as to reduce friction as they ride the face -20 of cam -2 while rollers 5-- and 6 are so mounted as to substantially engage this face of the cam at all times in the turning of the cam which rotates shaft -1--.

The novel feature of this cam is found in its construction which provides a long and short stroke movement of the pistons which actuate the cam and which includes in the cam rim two high points 30 and 31 in the cam face of unlike height; which points are disposed one-hundred and eighty degrees from each other and are adapted to limit the movement of pistons --3 in the compression stroke and in the exhausting stroke; thus the high point 30 of the two effects the exhaust stroke bringing the head of the piston up to the end of the cylinder.

For the control of the pistons at the op posite end of the motor there is provided in cam -2 points that correspond in their function and shape to the high point 30 and 31. These two points are designated by numerals -32 and 33 respectively and register in a position about the face of the cam one hundred and eighty degrees from each other, but only ninety degrees respectiVely from the corresponding levels of the cam face which are acted upon by the heads of the pistons at the opposite ends of the motor. Thus we have two high points of maximum height which are equal in opposite directions and registering ninety degrees from each other, and two points of the cam face of lesser height that are ninety degrees from each other and disposed in opposite directions and each ninety degrees from the adjacent high point as observed in Figure 9.

Central rib '-34 of pistons -3 is substantially braced by inner fins -35 so as to provide good strength in the piston between the two ends and good support for the roller bearings -5 and 6 operating on cam lln Fig. 5 is disclosed a development diagram showing the relative position of the various pistons of the motor and the curve of development of the cam as the pistons operate to effectively rotate shaft -1- through the movement of cam 2.

There is shown in this diagram a development representing a motor of six double headed cylinders with pistons 3- acting in their relative position and being acted upon when the motor is in normal operation.

For instance when the ignition termial -3G fires (see Fig. 5) chamber -37 at the moment, of highest compression cam rim -4- rotates in the direction indicated by the arrows as piston -3- moves toward the op posite end of the cylinder thus producing a power stroke which moves the cam -2-- rotating shaft -1.

As this piston moves toward the opposite end of the motor the opposite piston head is moving up toward an exhaust stroke which will scavenge the opposite end of the cylinder while at the same time the'end of the piston just receiving the power stroke is moving down to the position shown at 38 before it starts back up again passing through position 39- toward its maximum height in position 40 as it scavenges the explosion chamber just fired. From this point piston 3 moves down on an intake stroke passing through positions 41 and 42 coming up again on a compression stroke to its original position at the maximum point of compression before again firing at itsstarting position.

On the other end of the motor the action is similar but in opposite directions alternating with the action affected from the end just mentioned where ignition terminal -43-- fires the explosion chambers at the highest oint of compression registering in line with it as far as the effective face of the cam is concerned. I

The high points in the cam are points -44-.- and 45 while the lower points are '46 and -47-.

Ports 48 register in the cylinder head over each cylinder in cylinder head 15 while ports '49 register over each cylinder in cylinder head -16 As an important controlling factor in the operation of my motor I provide at the respective ends of the motor a rotary valve -50- secured to shaft 1 at one end and -5lat the other end of the motor, and as these valves rotate exhaust port 54 and intake port -53- on valve 50 successively register with cylinder ports -48- in cylinder head 15- and are followed by the spark plug orwignition terminal -36 which fires each cylinder as it'gets to it.

At the other end of the motor, valve 51- carries exhaust port 5Q- and intake port -55-- which in their turn communicate with the cylinders at that end of the motor through cylinder ports -49 in cylinder head 16-- while these exhaust and intake ports are followed in rotating registry with the cylinder ports 49- by ignition terminal or spark plug -43-.

l The exhaust port 54- communicates on Water intake -25 for completing the water circuit. I

From a carbureter (not shown) the explo sive gases are conducted through anintake 62 and 63 into the intake channel 64 in the cylinder head 16 and 65- in the cylinder head 15. These intake channels communicate respectively with intake port 53- which extends around valve 50 except for the space required for exhaust port 54 on one end of the motor and with intake.5 which extends around valve 51-- except for spacing required for exhaust port --52 at the other end of the motor. Communicating with this intake channel there is an annular intakechamber which is provided with a communicating intake port 67- which rotatively registers successively with the cylinder ports 48- at one end of the motorand 49 at the other as valves 50 and 51- rotate with shaft 1. I

In cylinder heads 15 and 16 there are integral hoods -68- forming a part of substantial explosion chamber over each cylinder.

Plates 69 aids in the substantial bracing of the motor in the protection and sup port of cylinder casings forming cylinders 19-. and the coil 36- at the other end of the motor rotate with valves 50 and 51- and are timed by a magneto -70 which may be any suitable type. In the intake chamber of valve 50 there is a group of parallel fins 71-- which are somewhat re-Q duced in size as they extend across the space over exhaust port 54, and in the intake chamber of the valve -51 there is a group of parallel fins -72 which are somewhat reduced in size as they extend across the space over exhaust port 52.' In connection with my motor and driven preferablyb shaft 73 ofi of drive shaft --1- is an 011 pump -74 forcing an oil circuit through oil circulating pipes 75 and'76. This pump carries the oil to the vital parts of the The ignition coil 43 at one end motor where the distribution of the oil is aided by the rotary motion of cam 2 and Where the return oil is filtered in a reservoir 77.

It will therefore be seen that the shaft 1 is caused to rotate by carefully timed explosions in the cylinders at opposite ends of my moto'r affecting the movement of the pistons 3- back and forth which act upon the zigzag curved surface of rim 4 of cam wheel -2 causing the cam wheel to rotate and carry with it the shaft 1.

My motor maybe adaptable to use in driving electric generators, machine tools, conveyors, elevators, centrifugal pumps, automobiles, trains, dirigibles, cranes and other such machines and vehicles as may require the use of internal combustion motors.

I do not wish to beconfined to the specific structure disclosed in the drawings and described in these specifications for I realize that certain minor changes may be made in some of the details of construction without departing from the spirit and scope of my invention.

I am not unmindful of the scope of my former application on an internal combustion motor hereinabove identified and the particu lar novel features of this invention have been hereinabove pointed out as improvements over the eariler development.

Having therefore disclosed the salient features of my new motor what I claim is:

1. An internal combustion motor comprising in combination a shaft, a cam of long and short stroke crank action controllably mounted thereon, a plurality of parallel double headed cylinders provided with integral double headed pistons and having a common detachable cylinder head at eachend, and each having cylinder ports on said cylinder head for each cylinder and a valve head with an intake and outlet valve chamber rotatably registering consecutively with said ports of the cylinder heads and secured to said shaft; said valves provided with a fixed ignition plug adapted to rotatably register with and consecutively fire the cylinders of the motor, means for cooling said motor, means for controlling ignition by said shaft movement, means for conducting fuel to said motor and means for receiving and discharging the hot products of combustion from the cylinders.

2. Ina motor of the character described having a nlurality=of parallel c lindrically disposed motor-"units operative y mounted about and equi-distant' from a central parallel shaft and having a peripheral cam secured to the shaft and controllably connected for rotation by said motor units, a cylinder head on each end of said motor provided with spaced peripheral cylinder head chambers each having a port providing access to corresponding cylinders of the corresponding motor unit on the respective ends and annular channel communicating with said ports, said apertures each provlding for the corresponding cylinder an intake for gas, an exhaust for exploded gases and a point of exposure for an ignition terminal in exploding the gases in the cylinders; and a rotary valve operatively registering centrally within each of said cylinder heads; said valves provided with an intake port, an exhaust port and an i 'tion terminal on the outer periphery t ereof, and an inner intake chamber with finned inner wall in each valve.

3. In an internal combustion motor of the character described having' a plurality of double headed pistons operatively mounted in a like number of parallel cylinders equidistantly spaced from and about a central shaft and a peripheral cam operatively rotatable by said pistons and secured to said shaft, cylinder heads, motor block plates for the substantial support thereof, means for holding said cylinder into normal operative position; said cylinder heads each provided with uniformly spaced combustion chamber recesses provided with a port for admitting explosive gases to said cylinders and for discharging exploded gases therefrom; said recesses respectively registering over a corresponding cylinder end and an annular channel of the cylinder head communicatively connected with a source of explosive fluid supply through a carburetor; rotating valve registering within each of said cylinder heads and secured to said shaft; said valves each provided with an annular slot extending a major portion of the distance about the periphery thereof, an intake gas chamber havin finned inner walls, a gas intake port spaced from said annular slot in said peripheral wall of the valve and a spaced exhaust port of the valve in circumferential alignment with said intake port; said annular slot operatively aligned when in normal use with said annular channel of the cylinder head and establishing communication between a source of explosive fluid supply and said cylinders of the motor through said intake ports of the valve and the successive ports of the respective chambers in the cylinder head; an annular exhaust manifold ring registering at the end of said valve; said exhaust port of the valve establishing communication between the cylinders of the motor through said individual ports of the motor head and said exhaust manifold during the exhaust stroke of the piston and the respective cylinders following the successive explosions therein: an ignition terminal operatively connected within the peripheral wall of said rotating valve for successive firing said cylinders of the motor; means for lubricating the bearings of the motor, means for water cooling the motor and means for automatically timing the firing of the motor at predetermined time inhirv 4. An internal combustion motor comprlsing, in combination, a sectional motor block having a plurality of longitudinally aligned cylinders formed therein, a plurality of aligned integral pistons mounted in said cylinders, a shaft rotatably mounted in said block and disposed parallel to said cylinders, a cam secured to said shaft and operatively related to said pistons in a manner to be driven thereby, said cam having portions formed thereon for moving said pistons a predetermined distance upon the compression stroke thereof, and portions for moving the pistons a greater distance on the exhaust stroke thereof, heads having intake and exhaust chambers associated therewith and operatively related to said cylinders, rotary valves having ports formed therein secured to said shaft and operatively related to said heads for establishing communication therethrough between said chambers and the interior of said cylinders, and ignition means carried by said valves and adapted to be brought into operative relationship with said cylinders.

5. 'An internal combustion motor comprising, in combination, a sectional motor block, a shaft rotatably mounted in said block, a plurality of longitudinally aligned cylinders formed in said block parallel to said shaft and annularly spaced therearound, a plurality of aligned integral pistons mounted in said cylinders, a cam secured to said shaft and operatively related to said pistons in a manner to be driven thereby, said cam having short and long stroke portions formed thereon for actuating said pistons in their compression and exhaust strokes, respectively, cylinder heads secured to opposite ends of said block and having intake and exhaust chambers associated therewith, rotary valves having ports formed therein secured to said shaft and operatively related to the respective heads for establishing communication between said chambers and the interior of said cylinders, and ignition means mounted on each valve and adapted to be brought successively into operative relationshi with the cylinders formed in the motor bloc 6. An internal combustion motor comprising, in combination, a sectional motor block, a shaft rotatably mounted in said block, a plurality of longitudinally aligned cylinders formed said block at opposite ends thereof parallel to said shaft and annularly spaced therearound, a pluralit of aligned integral pistons mounted in sai cylinders, a cam se; cured to said shaft and operatively related to said pistons in a manner to be driven thereby, said cam having short and long stroke portions formed on opposite sides thereof for actuating the pistons at opposite ends of said block in their compression and exhaust strokes, respectively,-annular cylinder heads having passages formed therein secured to the opposite ends of said block and havin intake and exhaust chambers associate therewith, rotary valves having ports formed therein secured to said shaft at opposite sides of said cam and operatively re ated to the respective heads for establishing communication through the passages thereof between said chambers and the interior of said-cylinders, and i 'tion means mounted on each valve and a apted to be brought successively into operative relationship with thec linders formed in-the respective ends 0 the motor block.

In witness whereof, I hereunto set my hand this 21st day of Februa 1929.

-J OS PH F. BLESER. 

